End structure for railway cars



l 2 Sheets-Sheet l G. G. GILPIN Filed OCc. 19,v 1923 END STRUCTURE FORRAILWAY CARS ,rr-fm' cono Nov. 15, 192 7.

Nov. 15, 1927. 1,649,461

G. G. G ILPIN END YSTRUCTURE FOR RAILWAY CARS Patented Nov. 15, 1927.

UNITED STATES PATENT OFFICE.

GARTH G'r. GILPIN, OF RIVERSIDE, ILLINOIS, ASSIGNOR TO UNION METALPRODUCTS COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF DELAWARE.

END STRUCTURE FOR RAILWAY CARS.V

Application med october 19, 1923. semina. 669,522.k

My invention relates to the construction of railway cars having metalend or side structures or walls made of one or more metallic plates orpanels formed with integral vertical or horizontal reinforcing,stiffening and bracing corrugations or panels to resist the thrust ofshifting loads. While efforts are made to block the lading in the car,the shocks caused by the heavy locomotives, the emergency air brake andthe classification hump tear the lading away from its moorings andthrows it against the end of the car, and the lateral weaving of the carthrows it against the side of the car.

" The invention is readily adaptable to box,

gondola and other types of railway cars.

One of the objects of the invention -is to provide a wall element whichhas great strength to resist the torsional and weaving stresses whichexist in a railway car when moving in service. These stresses are causedby the inert-ia of the roof and superstructure when the train issuddenly stopped; rough or uneven track; the superelevation of the trackon curves; the lateral inertia in rounding curves; eccentric thrust dueto the lading being secured to one side of the car; the cars beingcornered; the use of push pole pockets; etc. Such stresses rackanddistort the superstructure which decreases the life of the car, and alsocauses the car to leak grain, sand, and other such material.Furthermore, such stresses cause leaky roofs and leakyv and inoperativeside and end doors.

The tendency of an all metal end wall to bulge is resisted partially bythe corrugations, stilfening members or whatever means have beenprovided to transmit such stresses to the side wall or frame members ofthe car. Such tendency is also resisted by the corner post of the caracting as a vertical beam supported at top and bottom and sustaining ahorizontal load; in other words,

' the bulging of the end would pull the opposite corner posts towardeach other. This bulging also tends to pull the end or side platedownwardly and the end or side :fl-ill upwardly. Another object of theinvention is to reinforce the frame members against thrust perpendicularto their length by means forming a part of a corrugated or otherwisereinforced metallic end wall.

Since the corrugated metallic wall is braced against buckling it initself has considerable resistance to the lateral stresses but the wallmust be` well secured to the frame members, (post, sill and plate) inorder to secure the co-operation between these frame members and betweenthe metallic wall and the frame members. Another object of the inventionis to obtain an improved method of securing a corrugated metallic wallto the frame members of the car.

In my construction the central portion of the metallic plate is pressedso as to form a continuous web substantially perpendicular to the planeof the wall. This central" portion is reinforced with'corrugations orother well known means, but ysuc-h reinforcements terminate short of theweb so that the web extends continuously and uninterruptedly on three(or preferably four) sides of the wall. This web may rest against and besecured to the adjacent frame member, such as cornery post, end sill orend plate. A metallic plate thus formed constitutes a yoke connected bya member, which member is prevented from buckling by stifening means.Such a construction when installed on a vfreight car has great strengthto resist the lateral stresses set up by the car in motion. Anotherobject of the invention is to provide `and continuously carry such a webaround a corner ina steel plate in such a manner that it is practical toform by pressing without tearing the metal.

Y In the drawings: l

Fig. l is an end elevation of a railway box car showing my inventionapplied thereon.

Fig. 2 is a vertical section along line 2 2 of Fig. 1.

Fig. 3 is a horizontal section along line 3-.-3 of Fig. 1.

Fig. 4 is an enlarged section along line 1 -t of Fig. l. v Fig. 5 is amodification showing my invention applied to a double sheathed boX carwherein the metallic end wall is extended and bent around the outsidewall of the car forming a flange. ,Fig.v-6 is a modification showing myinvention applied to a single sheathed box car (or gondola car) whereinthe metallic end wall is extended and bent around the outside of the carforming a flange.

Fig. 7 is a section along line 7-7 of Fig. 1.

Fig. 8 is a section showing the corner of the car when the constructionis applied to both the sides and the end of the car.

Fig. 9 is a modification of my invention applied to a steel framerailway box car.

Fig. 10 is a vertical section along line 10-10 of Fig. 9.

Fig. 11 is a horizontal section along line 11-11 of Fig. 9.

rlhe end sill 1; end plate 2, ridge pole 3;

fascia 4;; roof 5; corner post 6; outside sheathing 7 g side lining 8,and end lining 9 are all the usual parts of a railway box car.

The metallic wall 10 is secured to the end sill 1 by truss rods 11 andbolts 12; to the end plate 2 by bolts 13 and to the corner post 6 bybolts 14, all of customary construction.

The central part 15 of the end wall is pressed inwardly so as to formwebs 16, 17 and 18 which are substantially perpendicular to the plane ofthe wall 10. Webs 16, 17 and 18 are in reality one continuous webforming the tour sides of a rectangular depression, which constructionmaterially reinforces the metallic end wall to enable it to resist thelateral weaving of' the car.

1t is difficult to press such a construction in steel without tearingthe corners where the webs intersect, therefore, li have provided aspecial construction where webs 16 and 18 intersect and 17 and 18intersect, which is shown in Fig. 7. The web 18 is substantiallyperpendicular to the plane ot the plate between points 19 and 2O and web16 is substantially perpendicular to the plane of the plate betweenpoints 21 and 22 and web 17 is substantially perpendicular to the planeoit the plate between points 23 and '24. At. the corners, for instance,between points 2O and 22, the web changes from a perpendicular to anoblique position and back to a perpendicular position so as to relievethe metal in the pressing operation, and at the same time, strengthenthe corner against lateral weaving stresses. The central portion 15 isreinforced against horizontal loads and buckling by integral stiffeningribs or corrugations oit any desired form.

The central portion 15 is preferably formed so that the web 16 is incontact with the end sill 1 and may be secured thereto by bolt 25; web17 may be in contact with end plate 2 and secured thereto by bolt 26 andside webs 18 may be in contact with corner post G or side wall 27 andsecured thereto by bolts 28. VJith this construction the central portion15 is depressed so that this surrounding` continuous web is in contactwith and may be secured to the adjacent f'ame mem bers of the car, thusgreatly strengthening the frame of the car against torsional lateralweaving. This continuous web may or may not be secured directly to theadjacent frame 7 members.

Fig. 5 shows a modification wherein the metallic end wall is extendedand flanged as at 3() so as to overlap the corner post (and possibly thesheathing 7) of a double sheathed type of box car. Bolt 29 may extend toengage both webs 18 and flange 30.

Fig. 6 shows a modification of the construction described in Fig. 5applied to a sin- `ale sheathed type of box car (or a gondola. car) witha wooden side wall. Flange 31 is extended to accommodate another row oibolts 32. It will be noted that the construction shown in Figs. 5 and 6form a channel section between lines 33-34 and 35-36 respectivelyagainst loads in the direction of thearrows 37 and 38.

Fig. 8 shows a construct-ion wherein both the side and end walls overlapthe corner post 6 and are extended and bent to form flanges. A system ofbolts is shown which ties the side and end wall plates together and tothe corner post.

Figs. 9. 10 and 11 show a modification wherein the central portion ispressed outwardly to form webs 51, and 53 which are joined at thecorners to form a continuons web. In this modification the constructionis applied to a steel frame car having end sill 541; end plate 55;corner post 56; side sheathing 57; and inside lining 58, all of usualconstruction. The end may be lined with end lining 59 and nailing strips60 if desired.

A different type of integral reinforcing corrugation is shown in thisgroup than `is shown in group Figs. 1 to 3.

The continuous web (51, 52 and materially reinforces its adj acent framemembers. particularly at the corners of the wall, to resist lateralweaving of the car.

The reinforcing ribs or corrugations 39 are forme-d in the centralportion and extend continuously transversely across the een tral portionbut terminate within the central portion so as not to intersect the web.1With this construction the continuous web extends uninterruptedlyaround the perimeter of the depressed central portion.

I claim:

1. In combination with a railway car hav ing a corne-r post, an endsill, and a metallic end wall secured to said corner post and end sill,the central portion of' said end wall pressed so as to form a continuousweb sunv stantially perpendicular to the plane of the end wall, saidcentral portion provided with integral transverse corrugationsterminatingI adjacent said web.

2. In combination with a railway car havilo with integral transversecorrugations ter-.

minating adjacent said web.

3. In combination with a railway car hav-- ing a corner post, an endsill, and a metallic end Wall secured to said corner post and end sill,the central portion of said end wall pressed so as to form a continuousweb substantially perpendicular to the plane or' the end wall in contactwith said-end sill, said central portion provided with integraltransveile corrugations terminating adjacent said we 4. In combinationwith a railway car having a corner post, an end sill, and a metallic endwall secured to said corner post and end sill, the central portion ofsaid end wall pressed so as to form a continuous web substantiallyperpendicular to the plane of the end wall in contact with and securedto said corner post and end sill, said central portion provided withintegral transverse corrugations terminating adjacent said web.

5. In combination with a railway car having a corner post, an end sill,an end plate, and a metallic end wall secured to said corner post, endsill and end plate, the central portion of said end wall pressed so asto form a continuous web substantially perpendicular to the plane of theend wall in contact with and secured to said corn-er post, end sill andend plate, said central portion provided with integral transversecorrugations terminating adjacent said web.

6. In combination with the corner post of a railway car, a metallic endwall provided with a flange overlapping said corner post, the centralportion ot said wall pressed so as to form a web on the inside of saidpost, and means securing both said flange and said web to said cornerpost, said central portion provided with integral horizontalcorrugations terminating adjacent the web on the inside of the cornerpost.

7 In combination with the corner post of a railway car, a metallic endwall provided with a flange overlapping said corner post, the centralportion of said wall pressed so as to form a web on the inside of saidpost,

means securing both lsaid flange and said web to said corner post, andadditional means securing said end wall to said corner post, saidcentral portion provided with integral horizontal corrugationsterminating adjacent the web on the inside of the corner post.

8. In combination with the side wall mem bers and horizontal end framemember of a railway car; a metallic wall element flanged on-tliree sidesto bear against the inside part of said members, said wall elementprovided with transverse corrugations terminating adjacent said flange.

9. In combination with al railway car having a corner post, an end silland an end plate; a metallic end wall secured to said corner post, endsill and end plate, the central portion of said end wall pressed so asto form a continuous websubstantially perpendicular to the plane of theend Wall, said cent-ral portion provided with integral transversecorrugations terminating adja cent said web.

10. In combination with a railwayr car having a corner post, an end silland an end plate; a metallic end wall secured to said corner post, endsill and end plate, the central portion of said end wall pressed so asto form a continuous web substantially perpendicular to the plane of theend wall, in contact with and secured to said corner post, and endplate, said central portion provided with integral transversecorrugations terminating adjacent said web.

11. In combination with a railway car having a corner post, an end silland an end plate; a metallic end wall secured to said corner post, endsill and end plate, the central portion of said end wall pressed s0 asto form a continuousl web substantially perpendicular to the plane ofthe end wall, in contact with the end .sill and'end plate, said centralportion provided with integral transverse corrugations terminating adja-V cent said web.

12. In a railway car the combination of a corner post, metallic side andend walls, the central portion of each of said walls depressed to formwebs on the insides of said corner post, means securing said metaL licwalls together and to said post, and additional means transverse to theirst'mentioned means securing said metallic walls together and to saidpost.

13. In a railway car the combination of a wooden side wall, a metallicend wall provided with a flange overlapping said side walls, the centralportion of said end wall pressed to form a web on the inside of saidside wall, and means securing both said llange and said web to said sidewall.

14. A metallic plate having its central portion pressed so as to form acontinuous web substantially perpendicular to the plane of the plate,said web changing from a perpendicular to an oblique position and backto a perpendicular position at the corners pendioular to an obliqueposition and back to a perpendicular position et the Corners of theportion, the Central portion provided with integral transverseCorrugations termi- 6 nating adjacent said Web. v

16. A metallic plate having a portion pressed .so as to form Webssubstantially per- GARTH G. GILPIN.

